renhanxue

Are those numbers from the game...? Flight manuals for the real aircraft are here: https://forums.eagle.ru/showthread.php?t=168144

Probably a bug, yes. You should not be able to exceed Mach 2.0 in level flight at any altitude. Level flight envelope with a clean aircraft looks like this: Vertical axis is altitude (MSL) in km, horizontal axis is Mach number. The shaded areas represent equilibrium airspeeds in the three afterburner zones in standard atmospheric conditions. The lower (well, leftmost) border is minimum throttle and the upper (rightmost) border is max throttle in each respective zone. The dashed line at the top of the diagram shows where the afterburner may no longer reliably light up, and also where any throttle setting lower than max zone 3 may flame out.

Human beings are pretty awesome - we can learn from the experiences of others, not just from our own. Neat, huh?

Did you cycle the TRIMSYST circuit breaker off and on as per above?

If you've touched any of the emergency trim controls (NÖDTRIM, left side of the cockpit quite far back) that disables the normal trim controls completely. To get them back, you need to cycle the circuit breaker TRIMSYST. If the trim hat still isn't working after turning that off and then back on again that then there might be a problem somewhere.

That's a bug then - cycling that breaker (off and then on again) is supposed to re-enable the ordinary trim system. You can't get it to work at all again, not by cycling main power either?

Could this possibly be related?

The real aircraft has no way to disable nosewheel steering. The only way you can lose nosewheel steering is by losing hydraulic pressure in system 1, and I really can't recommend that.

Yep. There's a big green light near the top of the instrument panel on the left side that's lit up when it's on (should always be lit, basically - there's no reason to ever turn SPAK off unless it's actively malfunctioning).

Not yet.

I think the classified part is less of a hurdle than it's made out to be - 95% of the flight manual and other documentation would most likely be declassified today if you requested it. Problem is, the declassification process takes forever (like, it can literally take a year, speaking from experience here) and you don't know what might be denied release until afterwards. Again though - it'd be a completely new aircraft, it's so different from the AJS 37 that there's basically nothing you can reuse. Like, a few pretty minor 3D model things and the rocket pods, that's pretty much it. Everything else is different. Different engine, different flight model (control surface authority is vastly different), different weapons, different radar, different HUD... it just goes on and on, it has nothing in common with the AJS 37 at all, really. It only looks confusingly similar from the outside.

If you're going <375 km/h IAS below 1500m at less than 90% engine RPM with the gear in, you should get a master caution in addition to the blinking light LANDSTÄLL on the left annunciator panel. Was that not the case? Then again the word LANDSTÄLL might not be much help to you if you've forgotten to brush up on your Swedish... :V

Set the HUD glass to the low setting while dropping CCIP level, the symbology is right under your nose.

I'm most definitely not a Viggen pilot, but... I don't think that's right, at least not on the AJ 37 (JA 37 may be different). As far as I can tell from the SFI the nosewheel steering is directly connected to the pedals via a simple servo. There are no artificial pedal forces, and the only dampening you get is via some purely hydraulic magic - the autopilot isn't involved at all. SFI AJS 37 del 1, kap 1, flik 8, sida 9 (page 124 in my PDF). You can't turn nose steering turning off either, the only way of losing it is by losing pressure in hydraulic system 1. Goblin's speculation seems reasonable though - you have direct control of the nose wheel but SPAK is using the rudder to try to correct for your actions. Additionally, it's mentioned that the yaw dampening is strongly reinforced while the nose wheel is compressed, to improve yaw stability on the ground. SFI AJS 37 del 1, kap 1, flik 12, sida 15 (page 199 in my PDF). edit: looking around though I think the advice to not reverse on GSA is indeed correct - you need the yaw dampening, but it's not connected to the nosewheel.

That's only because you haven't been taught to look for the differences :) The JA 37 has an extra compressor stage in the engine to improve performance at high alpha (befitting its role as a fighter), and to fit that the entire fuselage is about a decimeter longer. Then there's extra elevon hydraulic arms on the underside of the wings to improve control authority, some of which have builtin countermeasures dispensers, the tailfin is different to improve yaw stability (has a notch above the rudder), there's a gun installed under the fuselage, there's a bunch of datalink antennas all over the aircraft, etc etc. Mainly though the cockpit is completely different and there are very few systems that are identical between the two so it'd be like starting over on an entirely new aircraft.

The air intakes on the Viggen have triangles painted on them with the word FARA in big yellow letters. Any bells ringing?

Speaking of which, I've seen people express disbelief at how the aircraft just keeps accelerating at low altitude (like Jive's comment in his video). That's not a bug in the flight model. Take a look at the first diagram in the OP again and follow the drag curve marked "R" (clean aircraft). Where the diagram ends at Mach 1.1, thrust minus drag in that configuration is still around 25 kilonewtons. Newton's second law says force is equal to mass times acceleration, and a clean aircraft with 40% internal fuel left weighs 12250 kg, so solving for acceleration tells us that at that point you're still accelerating at around 2 m/s², or in other words you're gaining speed at a rate of around 7 km/h per second. On a cold day thrust increases even further. There may be problems associated with going that fast, such as overstressing the airframe or getting compressor stalls (although the JA 37 with its very similar airframe had Vne set 100 km/h higher, at 1450 km/h IAS), but one thing that definitely isn't stopping you at sea level is lack of thrust. In standard atmospheric conditions this is true up to an altitude of around 7 km - above that, you should have an actual top speed limited by drag, topping out at around Mach 1.9 at 11000 meters (Mach 2 on a cold day).

That's not what they said. They said they have it working in 2.0 but haven't tested it thoroughly yet. I assume it will be released for 2.0 as soon as it passes QA.

If you ordered from Heatblur you should've gotten a serial number that you need to input on your eagle.ru profile page. On the left near the bottom below the newsletter subscription box there's a field that says "check license" or something like that, just input the serial there and it'll ask you if you want to bind it to your account.

Actual speed at touchdown can be anywhere between 215 and 330 km/h depending on aircraft weight, chosen angle of attack, and location of the aircraft center of mass. 215-220km/h is possible but only with an extremely light aircraft and at 15.5° alpha. My advice is to just completely disregard the airspeed indicator once you're established on final. Fly to maintain alpha and touchdown point and the airspeed will get to where it should be on its own. e: if you really want to know the details, refer to this diagram: IAS on the vertical axis, aircraft weight in tons on the horizontal axis. The labels on the right saying "Xtp = 12200 mm" and so on refer to how far from the origin of the aircraft coordinate system the CoM is, on the longitudinal axis. There is a diagram for determining that with various loadouts as well, but well, are you really that interested?

Check your spam folder. The key should have arrived quite soon after order completion, and I believe it should be sent from noreply@sendowl.com.

Neither. I don't know what the technology is called and I don't think I've ever seen it used anywhere else - it's pretty clunky. Here's how it works: each digit uses eleven separate lamps mounted behind a film with numbers cut out in it. The resulting light then passes through some focusing optics to form the visible part of the displayed digit.

In most cases the runways on the dispersed bases were actual runways, just short ones (800 meters, usually). The one you see in the video linked above is one of those. Having many bases and runways was just half of the dispersion system though, the other half was dispersing the aircraft within the base and there the public road system came in very handy. A base in the "bas 90" system typically had two or three of those 800m runways, where one or maybe two might be a stretch of public road, but it also had dozens of kilometers of "taxiways" that were just regular roads, and something like 40 or 50 aircraft parking spots with several hundred meters between them, for a base intended to house a single squadron (nominally 16 aircraft). There were also a lot of road stretches that were built with use as emergency runways in mind, but they were usually not prepared for flight operations in peacetime and might have required some work before ops could start (such as cutting down trees on the approaches, removing road signs and ensuring clearance on both sides of the runway, etc).

As far as I am aware, yes, that is exactly it. I haven't actually tried "downgrading" back to stable myself but everything I've read says it will just work.

Again, a patch was going to happen tomorrow regardless - the aircraft could not be released without a patch. This does not change how much you're going to have download nor how much space DCS takes on your disk in any meaningful way whatsoever. The only thing that changes is that you won't get the Viggen automatically - you have to tell the DCS updater that you want it. You do not need any third party programs for this, although you can use them if you want. Setting the updater to do what you want manually takes all of two minutes, tops.